Railway traffic controlling apparatus



June 30, 1931.' R. R.KEMMERER RAILWAY TRAFFIC CONTROLLING APPARATUSFiledvJuly 19. 1928 2 Sheets-Sheet 1 INVENTORZ R-Ft -Kernmere1 NQNNQ@QEN Ra SEN B g 3 June 30, 1 931. R. R. KEMMERER RAILWAY TRAFFICCONTROLLING APPARATUS v Filed July 19, 1928 2 Sheets-Sheet 2 R'R-KBmrnefc EN mm Wm.

m% b ghvfi E NRQ g Q r itarn'weymairmo e mnemme "ArPARA'rns" Appliesc1011 filed m s, 1928; "Sam ire. 293,948, 3 v

[ My inVentiOn relatesgto railway traffic con trolling apparatus,andfparticularly to apparatus of .thetype coi npyrising train carriedgoverning means controlled in accordance ith trafiic conditions 111 thetrackway; More at intervals along the trackWa-y and controlled inaccordance With traffic con-ditions.

I will describe one formzofgrailway traffic [controlling apparatusembodying my'inyent-i'on and. Wlll then polnt out thenoyel fea- [ttres-thereof 1n clalrns. i

In the accompanyingdrawings a diagrammatic "View showing also embodyingmy invention Similar reference characters refer to S1111- .ilar parts ineach of the-views.

j; sulated j ointsQ, to form a plurality of success-- sive tracksections lhB, Bfic, -G[D,' etc.

v Referring firstto Ffg, 1, the referencev characters land 1? designatethetrack rails of a stretch of railway track over hichtraf 'fic normallymoves in. the direction indicated by'the arrow.r-; f i

These Trails are divided, means i in- Each track section is providedfwithjai source oftraek circuit current" which;;is here shown as a,tracktransformer; designated bythe ref erence character T With a su-itabledistin-fl guishmg exponent, and haylnga secondary connected across therails adjacent thefex'it end-ofthefsection, The primary of each tracktransformer T is constantly supplied with-e1 ,teruating current from asuitable source; such b as an alternator, 4, over line wiresfi and-fit.ffltrans former E 3,. I Whenthislcircuitislclosed Each tracksection' is;also 'proyidedwith" a; track relay, designated by the reference char-'1i acter R With an appropriate exponent, and

connected across the railsfadjacent the e'n-w trance end-ofthe section',Assoc ated'w th the drawings. x

, -:one f 1-m' of 'traekway' apparatus embodying .my inven tion. Fig. '2is avview,partly, diagrammatic, "showing ne-fornrof;trai11 carriedgoyerning Jmeans suitable for co operation with thetrackwayapparatus;illustrated injFi'gfl and ffse condar y f transformer E [Th nis closed; only when relays BBfand iPE all-energized,;;under"whieh.coriditionsizthe winding of relay 7 Hf? is supplied with ali andarepeater relay, designated by therefer-Q of the 'eorrespondinglin'e'relay so-' that the energized; the. circuits being apparent from Onevinding:v

fromfline,Wires. 7 and 3% The other Wind mg 5% of each line-relay H. isat times sup-,

plied ,with alternating current of ,onevrelaferring p artic'ularly' t0relay "H5, this relay RALP ZR. xnivrivmitna; er f-sw ssVAL-E, rnimsiiivanmj assienon ro" THE *UNION f1 swrrc'rr asmrmn COMPANY,or'swIssVa E; P NNSYLVANIA,A CORPORATION Y are track-"relayt R at. aPele-flied heres ence characters' H and"P',*-respeotiVely ,-'With V lappropriate distinguishing exponent sfl Each i repeater-relay Pl-Scontrolled by contaetl ll sgy epeater relay is'energizedwhen the linerelay i v V s energized in eitherdirectiori but 1 1' Cle-V e energlZQClwhen the associated line relay de- I b 6,ofeach jline relay iris @1iistantly supplied-With, alternating current I 'g tiye i'pfol arity or theother depending j upon i v "the conditlon of energization ofgtherepeater 1' relay P forthe'section next fin'advancefI'Re v 1s at 5111168 supplled -V1th energy from the secondary :of transfo mers- E3,located at pointB; and having. its primaryzconstant-ly supplied :withalternating fcurrent from line i 'WiIeS .8 and 'fOnecircuit]for;relay-EH may be tracedfrom the uppegtermimlf Off v thesecondary; of transformer E oii'er wire 7, front 'contact'8 of relay PB,wire 9, front 'fj;

tact 12}o f relay:R Winding '51 relay H5, and Wire 13" to.anintermediate point; on the ;veircuit contaot lQ; ofirelay RF; willrlf C011- are y the-relative polarity of the currentsupplied f nrection, swinging its polar contactsftoqthe i ternating current of onerelative polarityso dthat-this 'relay, is'energized in its normal'di Von rection to swing its polar contacts totheleft. 'VIhen relay P is deenergized, currentflo-Ws T from the lower. terminalflo-f the secondary,of transformer E over Wirehl, back con- 4v ita'ct 8; of relay P3,[thenceas before through Winding 5 vof'relaIy-I-Ii, andvwire 13, back to theintermediate point of the seco ndaryqof; b

provided with circuits similar to those just traced for relay 11 and theoperation of these relays will be understood without furtherexplanation.

Each track section is provided with a train controlling device, hereshown an inductor, and each designated by the reference character K withan appropriate exponent. In the form here shown, each inductor Kcomprises a magnetizablecore 28, provided with a Winding 29, and locatedadjacent the entrance end of the corresponding section, but thisparticular form and arrangement is not essential. The winding 29 of eachinductor K is controlled by the associated line relay H so that thewinding is at times de-energized, and is at other times supplied withdirect current of one polarity or the other, depending upon tral'licconditions in advance. Referring particularly to inductor K when relay His energized in the normal direction, current flows from a suitablesource of direct current such as a battery 15 through front contact 16of relay H wire 17, nor nal contact 18 of relay 11-, wires 19 and 20,winding 29 of inductor K wires 2i and normal contact 23 of relay H wire24:, and front contact 25 of relay H back to battery 15'. The currentthen supplied to the inductor winding is of what I shall hereinafterterm normal polarity. l l henrelay H is energized in the reversedirection, however, current flows frOm battery 15*, over front contact16 of relay H wire 1?, reverse contact 18 of relay H wires 26 and 21,winding 29 of inductor K wires and 27, reverse contact 23 of relay H,wire 24:, and front contact of relay H, back to battery it. lVhen thiscircuit is closed, the winding 29 of inductor K is supplied with currentof the opposite polarity, and this polarity I will hereinafter termreverse s iolariity. -When relay H is de-energized, how over, both. ofthe circuits j ust traced are open, and the inductor K is then(lo-energized.

As shown in the drawings, the section to the right of point D isoccupied by a train indicated diagrammatically at Y The rails to theleft of this train are deprived of current and relay R is de-energized.Relay H is therefore de-energized because its circuit is open at frontcontact 12 of relay i and winding 29 of inductor K is thereforedeenergized. Fin-thermm'e since contact 14:1 of relay I-I occupies itsintermediate position, relay P is de-energized. Transformer T suppliesalternating current to the rails of section CD and relay R is energized.The circuit for relay H is open at front con tact 10 of relay R so thatrelay H and hence relay P (lo-energized. lVinding 29 of inductor Ktherefore deenergi:-:ed. In similar manner the current supplied to therails of seceion B-G by transformer T energizes relay R Since relays Rand R are both energized, a circuit is closed for relay H. but relay Pis de -energized, so that relay H is energized in its reverse direction,and under these conditions, winding 29 of inductor K is supplied withcurrent of reverse polarity. Relay R is also energized and since relay Pis energized, current is supplied to E to energize this relay in itsnormal direction. As a result, winding 29 of inductor K is supplied withcurrent of normal polarity, and relay P is energized A train, indicateddiagrammatically at Y, is provided with governing means responsive tothe condition of the inductors K and also to the current supplied to thetrack rails by the track transformers T. Referring now also to Fl 2, thetrain Y is provided with a receiver L comprising two magnetizable cores3st and 3% located in inductive relation with the track rails 1 and 1respectively, and disposed in advance of the forward axle of the train.Core Set is provided with a winding and core 34 is provided with awinding the windings and 35 being connected in series in such mannerthat the electromotive forces induced therein by alternating currentsflowing in opposite directions in the track rails at an instant are additive. T he windings 35 and 35" are connected with the winding of arelay G so that this relay is energized when the rails occupied by thetrain are supplied with alternating current from a source located inadvance of the train. it should be noted, however, that when the trainentersan occupied section, the alteri'iating current will be shunted bythe wheels and axles of the train already occupying the section, andunder these conditions, relay G will be Clo-energized.

The train Y is also provided with a second receiver F illustrated indetail in Fig. 2 and comprising a core 30 co-operating with the cores 28of the trackway inductors lit. The receiver F is provided with threewindings or, 32 and 33 and controls a train carried relay V. This relaycomprises a permanent magnet 36, and an armature 37 supported by aflexible spring 37 pivoted at point 37 The armature 37 carries a winding38 and terminates, at i s upper end, in a rounded pole piece 37 which isadjacent the poles of the magnet The armature 37 may therefore be swungto one direction or the other, depending upon the polarity of thecurrent supplied to winding 88. l vinding 38 is connected directly withwinding 31 of receiver F.

When the train passes an inductor K which is supplied with current ofnormal polarity, a complete cycle of alternating current is induced inwinding 31. The parts are so proportioned that the first half cycle ofthis induced current swings armature 87 to the right, thereby closingcontacts 39, ll and a3. it will he noted that when contact 89 is closed,windings 38 and 31 are shortafterpassing" an i-nductorIi- E'lVhenthetrainpasscsaninductoreK hav 'ing its winding 29 supplied withcurrent of 3 reverse polarity, a complete cycle of i 'alternatingcu'rrentisinduced in winding 3 l in circuited; One purpose/of thisarrangement is {to prevent the menu-e37 from being 7 swung iii-{theopposite direction by the second, half cycleof current induced inwinding 31." 'Anothe'rpurpose of contacty39l-Jis-to 'reta-rd "somewhatthe return of "the-relay V- to thei normal '"POSll'llOll in which it isillustrated,

" applying mechanism by means not show inf I the drawings; For presentpurposes; it" is sufficient tostate that when magnet is d'ee-f thesainemanner as when the train'passes an inductor supplied with current" of In-o'rinal polarity, but the first half cycle ofthe currentnow induced;in Winding 31 moves arrnature 37 to theleft, closing contacts 40, 42and" 44. Contact 40 s'huntswindings 31 and38, causing aslightreta-rdation of, the returnof the relay, and preventing itsreversal in response to the 'second'halfcy'cle of -the current inducedin winding'lil.

The reference characters S desig- V nate two relays which are controlledin part by the relaysV- and GL If'relay G is closed and relay V isoperatedtoswing its arinature tolthe right, a pick-upjcircuit isiclosedfor.

relay sflwvhich maybe traced from a suitablerelay V, wires 52 and 53,'front'contajct54 2 source of energy, such asa generator 45, over '1Wires 46, 47,48, 49,50'and 51-, coma-0643 013 r of relay Gr ,'wire 55,winding'ofirelaysh wires 56 an d-57,' Contact 410i relayvywires 58;: and59, winding"3 2 of receiverF, wire-60, I

thence through a portion of windin ss ofreceiver 1F, and wires'61 and62sba ck to generator 45. The circuit just traced isfiprovided;

with a branch, which passes from 'wire 56,

{over wire 63, back contact 64 of relavis and position, in which it isillustrated inthe drawings, relay S is maintained in its energizedcond1tion,-prov1ded relay s energized-by current which flows fromgenerator 45,

' throughfwires 46, 47, 48, 49," 50, and 87, front contact'88 ofrelay Swires;89and 53, front contact 54 ofrelay G, wire 55, winding of relaySwires 56 and'63, back contact 64 with current of reverse polarity.- VVhen this occurs (assuming that relay G'is energized as usual) armature37 ofrelay Vis swungto't'he' -left,-and pickupfcircuiti's'th-enclosedfor-U125: Qr'elay S from generator ,"over wires:4 6,l47,

of relay S wires 65, 66 and 59, winding 32 of receiver F, wire60,'and-;;thence through a portion. of-winding 33 ofreceiver F andwires:61 and 62 back to-generaton45; W'hen relay S is energized, lamp lOOof ac-ab indicator, i designated ingenera'l by thereferenc'echar acter U, islighted by current which flows from generator 45; over wires 46, 47and93, f front contact 94 of-relay wire 95, back control the brakes Ionthe train'; I In the form 1 --trai n. The deviceJ comprises a1ev-er'75r.'. -which is operated by a centrifugal device contact 9620frelay "wire 97, front'contact l I 198 of relay S wire 99, lamp"lOQ,-andwires 104 and 62,backt01generator-45;

T e; relays'S and S arealsoarranged tolil s hereshownfihis-isacc'ornplished byineansof 1 a frhagnet M which controls the usual brakec energized, an automatic application of the p brakes results."v a

' Magnet M is controlledin part by a device" 1 J which is responsive tothe speed of the driven from; "a wheel of'the train, and ,is so a.controlled that jthe lever occupies the position in which'itisillustrated in the drawings'when the train is at rest." A'sthe speed ofthe trains increases, lever 7 5 swings to the rightf.-;Associatedjwiththe lever-7 5 are three fixed'con-g 'tactfsegnients'76, and The parts-are so proportioned and disposed that contacts"-'76,175-'- -77and 75 781 are allclosed-whenggo jthetrainistravelling'below'a1owspeed,-such tor-example, as 15 milesperhour. When the trainexceds this low speed, contact 75 -76 opens. "VVhenthe trainiexceeds a imedium speed',such for example, as 35 ;niile'sperhourpegt, coma 75477 opens, and whent he'trainexceeds a high speed,suchfor'exan pleg as65 a niiles'per hour, contact 7 5,78'open's.'r

Magnet M s lsoj controlled byt wo relays; VW' and WV? which areselectively controlledt iofi by relays S and S Returning now-to the]assun'i'ption that relay S is'energized;aswas v11? explainedhereinbefore, relayVV is; also en! V ergized,the circuit for thelatter'relay passing 1 Y J from generator45, over wires. 46, 475, 48,49, 5,1 0

50 and 79,-front contact 80'ofrelay S wire i 81, windingiof relayWflwire's 82 and 83; v winding 33 of receiver F, andwires 61 a-nd 62, p

,backto generator 4'5i Wheni relay WV is en f "ergi'zed its frontcontact isclosed, and:a'cir- :1. n0 Q cuit is-then conipletedfor magnetM, from I; y generator45, throughw-ires 46,47, 48 and 10 8,fl 1 l frontcontact 109 offrelay W wire lllhco'n-r tact 75 78 of deviceiJ, wire117," windingof V s magnet M, and wire 118,- b ack to generator45lpu5 Itwill be seen, thereforegthatunderthese conditions, magnetQMis'controlled by contact I 75-1 78 of device J, so that the brakeswillqbe applied if the train exceeds65 1niles=perhour Iwill next assumethat the train passesani' inductor K having its'windingf 29 supplied-48, 49,5O and5l,contact'44ofrelay vfwires" f I "67 and 68, f'rontcontact 69 of-relay. G ,i-wire" 7O,-w indin'g,ofrelay S wires 71 and 72, contact 42ofrelay 32 of receiver F, wire 60, thence through a portionof winding 33 of receiver F, and wires (31 and (52, back to generatorThis circuit is provided with a branch which passes em wire 71, throughwire 2'3, back contact l of relay S and wire 66 to terminal 59. It willbe seen, therefore, that if relay S is de-energized, back contact ofrelay E 3 completes a shunt around contact 12 of relay V. In any event,however, when relay V is energized to swing its armature to the left,relay S becomes energized, and current is thereafter supplied to therelay over a stick circuit which passes from-generator 15, over wires10, 17, 18, 19, 50, 79, 84: and 90, front contact 91 of relay S wires 92and 08, front contact 69 of relay G, wire 70, winding of relay S wires71 and 7 3, back contact 7 1 of relay S wires 06 and 59, winding'32 ofreceiver 1*, wire 00,

a portion of winding of receiver 1 and wires 61 and 62 back to generatorit should be pointed out that with relay S energized, lamp 101 of cabindicator U lighted, current flowing from generator 15, through wires46, 4:7 and 98, front contact 9 1 of relay Gr, wire 95, front contact 96of relay S", wire 105, lamp 101, and wires 10 1 and 62, back togenerator Furthermore, when relay S is energized, relay 3V is alsoenergized, the circuit for the latter relay being from generator 45,through wires 16, 1:7, 18, 19, 50, 79 and 84:, front contact 85 of relay5 wire 15 winding of relay wires 86, 1 16 and S3, winding of receiver F,and wires 61 and 62 back to generator 15.

W'hen relay energized, the medium speed limit is imposed upon the train,magnet M being then controlled by contact 7 5-77 of device J. The mediumspeed circuit for ma net M may be traced from generator 1:), throughwires 16, 17, 4,8 and 108, back contact 109 of relay lV wire 111, frontcontact 112 of relay 1V wire 115, contact vice J, wire 117, winding ofmagnet M, and wire 118 back to generator 15. It will be plain,therefore, that when relay is energized to pick up relay N the brakeswill applied on the train if the speed exceeds 35 miles per hour.

It will be observed that the stick circuit for relay S includes winding32 of receiver F. Furthermore, when relay S is energized, relay 1V issupplied withcurrent from generafor 15 in series with winding ofreceiver F. The current thus sup l d to winding creates in the core 30of receiver F a unidirectional flux which has a value under normalconditions, th is, when the train is between inductors K. If, however,the receiver F, under the conditions just described, approaches atrackway inductor K having its winding 29 de-energizcd, the reluctanceof the magnetic circuit including the receiver is materially changed. Asa result of this change in relut-ance, the

In G

fin); created in core 30 by the current in winding 83 1s materlallylncreased. An electroinotive force is induced in winding 82 by theincrease of this flux and this induced electroi'notive force creates inthe circuit including winding 32 and relay S a single cycle ofalternating current, one-half of which opposes the current normallysupplied to this relay from generator 15. The net ef- (E .E I root orthe induced electromotlve iorce therefore is to de-energize relay S Thecurrent produced in the circuit of relay S when the train a de-energizedinductor is of transitory nature but after relay S has once beentie-energized, it remains de-energized until its pick-up circuit isagain closed. In similar manner if relay S is energized, this relay willbe de-energized if the train passes a tie-energized inductor K, andrelay S will remain tie-energized until the pick-up circuit for therelay is again closed. It follows that after the train has passed ade-cnergized inductor, relays S and S are both ale-energized. Underthese conditions, the cab indicator circuit passes from generator 15over wires d0, 17 and 98, front contact 94 of relay G, wire 95, backcontact 96 of relay S wire 97, back contact 98 of relay S wire 100, lamp102 of cab indicator U, and wires 10 1 and 62, back to generator 4-5.Under these conditions also, relays i l and 1V are both tie-energizedand both the high speed and medium speed circuits for magnet M are openand an automatic application of the brakes ensues. This automatic brakeapplication may, however, be prevented by the engineman under certainconditions, by means of the apparatus which I will now describe.

The reference character X designates a pneumatic relay comprising achamber 123 having one side formed by a flexible diaphra m 125. Aplunger 127 is urged against the diaphragm 125 by a spring 128. Chamber123 is constantly connected with atmosphere tln'ough a restrictedorifice and under normal conditions, spring 128 holds the plunger 1 7 inthe position in which it is illustrated in the drawings, so that contact122 is open. Communicating with chamber 123 is a pipe 122 which is attimes supplied with fluid pressure under the control of a manuallyoperable valve 119. l l hen tiis valve occupies its normal position inwhich it is illustrated in the drawings a reservoir 121 is charged withfluid pressure through pipe 120 from a source of pressure not shown inthe drawings, and pipe 122 is blanked. When the engineman reverses valve119, however, pipe 120 is blanked and reservoir 121 is connected withpipe 122. The pressure in the reservoir is therefore supplied to chamber123 of relay X. This pressure moves the diaphragm 125 upwardly, therebyurging plunger 127 against the bias of spring 128 and closing contact129. lhe pressure in chambelf' gradually leaks through the orifice 126and after apredetermined'time interval the p111ngerl27'returns to itsinitial";

position and Opens contact 129.? H 1 During the 1 brieii inter-valthatContact 129 is closed, due; to reversal of Valve 119 current =-fiowsffrbm' generator 45, through Wires 46 andl30, con tact 129' of relay X,-'Wi'r'es' l311and 132, Windingfo f mrelay Z, :,Wires-*133 fr65, ;66fand-59,.i inding :32 ofrelceiveriF,--wire 60, a portion" ofwinding. 33.andWii-es 611 and. 62-, back' to} generator 45. hen the enginema-noperates valve 1-19 therefore, he"closes-a;piol: up cir;; cuit for relay-Z,-which lcausesithis relaytq becomeenergized. After the relay has oncei picked 'up,it is maintained inits energized; condltlon', by v1rtue ofa-stickcircu-lt, Wh1ch;

may be traced from generator 45; through Wires 46, 47,48, 49 and 134;back contact 135 of relay S wire 136*,1baclecontact 137' of relay S Wire138," front contact-139 of relay Z, wires. 140' and 132, winding ofrelay Z, vvires'-13S,"65,f66 and 9, Winding 32 of re-i ceiver F.,f\vire60 a portion of- Winding-f33,- and 'WI'IGSKGI and '62 back tof generator.45.

although the cont-act of relay 2X is closed foronlya brief interval byoperation a of valve- 11-9,',if thisvalveis-operated to energize relay Zwhen relays S and s? are'both'de-en irgi'zed; relay Z is heldfclosed'afterrelay X- returns toits normalrpositiong Whenrelay Z isenergizedpailow speed clrcultj'is closed Wire's =46, 47 ,48, and 108,back Contact 109 ofrelay Vv Wire Ill-Lback contact'112-of relay- W vvire114, from? contact; 11'5Qo-ffrelay5 Z Wire" 116, contact" 7 5%76 ;ofdevice J wire 117,-Winding of ma nenM and Wire118 back' to generator 45fIt will be plain, there-fore; thatveven if relayss and S? are deen'er"g"ized,

the enginema n =may-proceedzat a low speed, of, miles f per hour .orless; provided he operates'valve119' to pick up relayZ. .1

It should. be part1 cu -13 is included 'inthe sticki circuit foii thisrelay. 'But When vreIayZ is energlzjeda'cln S wire; 136, :back contact137 of: relay 1 wires 13 8 and 142, frontfcont a'ct 143 of relay Z, wire144 resistance"1 45,;wiresT146 andS'EB, windingliig of receiver F;a n dwires 61 and.

'62 back to generator s g 1 It will be] plain,

therefore, train passesan inductor K having its Winding 29 de-energizedwhen relay Z i is energized the elect'roinotive force induced 2139 c inWinding-32 will-vde-energlzej relay Z inthe' same manner as was prevously.descr bedin connection with the operation of relays S andS :Itfollows that up n-, a ssingeach successive die-energized inductor j.-the"engineman must" acknowledge by operating Itfwillyzbe plain from theforegoing that for magnet M "from generator 45,; through 131113 fifl;that; lela-v Z is energized, winding 32: f recewen cuitis' closed forWinding I 33 of 'receiverfF iaf's; i'ollo'ivs rfrom generator 45-,throughwvir es 46; j 4?.48, '49 ancl"134,"ba'ol Contact 135 ofrel'ayvalvell f If hefdoes acknowledge; thetrain" v a may proceed under] thelow speed lilnit lbut brak s re immedi ely app ie a.

.if the engineman does not k v In describing the peratlon of the apparatus'iajs' a- Whole; I will" assumetha-tthetrain Y, providedivviththeapparatus shown 'on H I Fig. '2, proceedsithrough the stretch of trackshown in Fig. 1.- While: this, train moves through; section A4413; relayG is energized and "When the receiver F passes. inductjon K4;

rela-yfS i'sfpicked up if this .ze'lay: is not lal ready energized;because current' of normal 1 polarity isbeing suppliedfto Winding, 2950finductor K 'After the receiver l -haspassed I" the; inductor i K.rfelay- S is j subsequently stuclcupsothatjlamp iof cabindicatofU islighted" andi'relayuW is energized tom-.1

pose, av ighspeed limit .upon thetraim medium speed; limit; uponthejtrainq,

'..When.the train-enters" section B ,j"C,relayF i r v G 1sstillenergized, but since indingIZQ of verse polarity relay V reversesto pick up re; I I

, 00 brokeuat back contact 64 Of lflllflYiSSO that r.elay-; S fbecomessle-energized; Re lay;S -i's, stuck ipafter'receiver Fpasses inductorandlamprl0l ofcab indicator Uis' therefore lighted- Furthermore, relayis de-ener- I gized and relay NV? is energized to in;

" Inductor K9 is-de-energized so that'vvhen comes deenergiz ed,1alth011gh relay Gremains energized -As a result,-'la1np; 1 02 is lighted incabindicatojr Uand relays W andW- arelay Z. s If 1 valve 1191'soperated,- relay'Z is "the tr in-entersSeaman-1),; elays be; .1

both'de-energized. 1 Under theseconditions,- s, the brakes on thetrainareappliediunlessthe ng ne na'n op t l e 119 to pick up; re-Y 1'15H picked j up, 'and;';{this 1- relay; is subsequently Q I t a fth sl neredia np ed-f w Qn-IJ I F rm in e Wi i g 9 f duetor KP 'is de energizedrelay-i Z, is de-en- J fic un tQimPQSe alowsmed'fim wnthe trainiby en ging magfiet'iM o r 1 9 1 s75' 76 of deviceJ, When the traini entersithe.occupied section to the? right of pointaD,

relay G fbecomes gdewnergizejdand lamp is "then lighted; to indicate tothe engineman ergizedi as receivei'l-gFapasses -inductor K eiiengl mans' h r e 1' fo ced t w, 1 1

kn w dg T I U tO i-K n erd t b; preve t an automatic application of Lthebrakes. If

valve 119 is operated to again energize relay Z, the train may proceedunder the low speed limit.

It will be observed that both the pick-up circuits and the stickcircuits for relays S and S are carried over front contacts of relay G.It follows, therefore, that if either of these relays is energized, anda switch is thrown in advance of the train, or if for any other reasonthe supply of current to the rails occupied by the train is interrupted,relay G becomes de-energized and an automatic application of the brakesis incurred.

It will be manifest, therefore, that with apparatus embodying myinvention, I have made it possible to produce upon the train fourdistinctive indications of traffic conditions in the trackway with. aminimum of equipment. Iiurthermore, the apparatus is so constructed asto combine the simplicity of an intermittent train control system withthe safety of a continuous train control system to accomplish resultsnot readily obtainable by either.

Although I have herein shown and described only one form of railwaytrafiic controlling apparatus embodying my invention, it is understoodthat various changes and modifications may be made therein within thescope of the appended claims withoutdeparting from the spirit and scopeof my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising means for supplyingcurrent to the track rails,'au inductor located in the trackway andprovided with a winding, means for supplying said winding with currentof one polarity or the other or for de-energizing said winding inaccordance with traffic conditions, and train carried governing moanscontrolled, jointly by said inductor and by the current in the trackrails.

2. Railway traffic controlling apparatus comprising means for supplyingcurrent to the track rails, an inductor located in the trackway andprovided with a winding, means for supplying said winding with currentof one polarity or the other or for de-energizing said winding inaccordance with traffic conditions, and train carried governing meanscontrolled by the current in the track rails and responsive to thepolarity of the current supplied to said winding.

3. In combination, a section of railway track, means for supplyingcurrent to the rails of sai-d'section, an inductor located in thetrackway and provided with a winding, means responsive to trafficconditions for at times supplying said winding with current of onepolarity or the other or for de-energizing said winding, afirst traincarried relay controlled by current in said rails, a second traincarried relay selectively responsive to the condition of energization ofsaid winding, and governing means on the train controlled jointly bysaid two relays.

4-. In combination, a plurality of successive sections of railway track,means for suptrain in inductive relation with the track rails, a secondreceiver on the train for cooperating with said indurazors, andgoverning means controlled jointly by said receivers and responsive tothe condition of energization of said inductors.

5. Railway traffic controlling apparatus comprising a train carried corehaving a first and a second win-ding, a plurality of inductors locatedat intervals along the trackway adjacent the path of travel of said coreand each provided with a winding, means controlled by traffic conditionsfor at times supplying the winding of each inductor with current, atrain carried relay, means controlled by said first winding andoperating when said core passes an inductor having its winding suppliedwith current to energize said relay, means effective when said relay isenergized to connect the relay with a. source of energy in series withsaid second winding, means also effective when said relay is energizedto create in said core a flux which is varied when the core passes aninductor having its winding de-energized to induce in the second windingan electromotive force that de-energizes said relay, and governing meanson. the train controlled by said relay.

6. Railway trafiic controlling apparatus comprising means for supplyingthe rails with current, a first relay on the train responsive to suchcurrent in the track rails, a winding located in the trackway, means forat times supplying said winding with current of one polarity or theother in accordance with trafiic conditions, a second and a third relayon the train, means effective when the train passes said winding toenergize said second or said third relay depending upon the polarity ofthecurrent in said wind ing )rovided said first relay is energized, andgoverning means controlled by said second and third relays.

' 7. Railway traffic controlling apparatus comprising means forsupplying the rails with current, a first relay on the train responsiveto such current in the track rails, a winding located in the trackway,means for at. times supplying said winding with current of one polarityor the other in accordance with traffic conditions, a second and a thirdrelay on the train, means efiective when the train passes saidwinding'to energize a selected one of said second or third relaydepending upon the polarity of the current in saidwinding,

means controlled bysaid first relay for sub-"H sequently maintaining.such selected relay in its energized condition, andgoverning means onthe train controlled by said three relays.

8. Railway trafiic: controlling. apparatus] comprlsing a recelver on thetrain compr sing 1 a first Win-ding, a second Winding located in thetraclrway acent the path offtra'vel of said first Winding, means for attimes sup.-

plying said second winding with current of one polarity or the otherldepending'tupon traffic conditions, atrain carried relay'comprising anarmature biase dlto anintermedlate position, means receiving energy fromsaid first winding for swinging said armature to one extreme posit on ortheother dependlng upon the polarity of the current in'said firstwinding, means effective when the arma tu're occuples either extremeposition to short circuit said first winding, and governing meansselectively controlled said armature; V

9 Railway current; a train carried receiver co-operating with saidinductor and provided witha second, a third, and azimuth winding; Jafirst train carried relay controlledby said second I w1nding,asec-0ndtrain carrle'd relay, a pick-' up circuitifor said second relaycontrolled by" said first relay,la sti ck circuitfor'said second relayincluding its own front contact and said third winding, a third relay,acircuit for said; third relay controlled by said second relay andincluding said fourth winding, and gov-J erning means controlled by saidthird relay. 10. In combination, a plurality of sections of railwaytrack; means for supplying current to the rails of each section, aplurality of inductors located in thetraclzway and'con trolled inaccordance with traffic conditions, 'a train carried relay controlled bycurrentin v thetrack rails, a plurality of other relays see lectivelycontrolled byfsaid inductors in' ac cordance' with traific conditions,and governing means on'the train controlled by all said relays "andresponsive to the speecl 'of the' tra n.

' track divided into plurality of successivei tracksections,l means forsupplying alternating current to the railsadjacent theeXit end.

11. In'combination, a stretch of railwa'y traific' controlling.vapparatus comprising an-inductorlocated in the track way and providedwith a fijrstwinding, means for at times supplying said winding withwinding.

. 12,111 combinatioma plurality of succes-. sive S-BClll'OIlS'Of railwaytrack, means forsupplying alternatingcurrent to the rails of each trainpasses each inductor" depending upon controlled by thecurrentinthe trackrails for maintaining; said speedfllimit eflective until i the trainpasses the, nextindu'ctorj r 13. In combination, a. plurality o-fsuccessive'sectionsfof railway tracln'means'for supzthe {condition ofsuch inductor, and-means section, ajtrack' relay ,fo'reach section, anin j ductor located adjacent the entrance end of" a "each section, meansforcontrolling each in-j j ductofrin accordancewi'th traific conditions,train carried governing means arranged to impose speed limit upon thetrain as the plying alternating current to the rails of";

' each section,-a track relayfor each section, a 9

linerelay for each seetion controlledfby the I jointly said inductorsand in the trackrails'.

comprising means for "supplying current to in accordance with, trafiicconditionsf and 1 jointly by said inductor and by the current,

in the track rails.

corresponding trackfrelay and by the track- 14. Railway traifi sontrolling apparatus the track rails, an inductor located'inthe;

trackway and provided with winding, means i for supplying" said winding'with' direct {current of onepolarity or the other train carriedgoverning means controlled s V 15. Railway traffic-controllingapparatus" T comp i ng 'f r pp y 'ng r to .i f. the track rails, aninductor located in the trackway and provided with ;a";.'winding,1

f] means tonsu l ing said winding' withidt' i met current o O e, T l i Ythej fother in 'accordancewith trafic conditions-and train carried;governing means 'control ledjby the p current in the trackrails andresponsive to.

of the current supplied .to said 7 the polarity In testimony whereofafiix my signature.

of each'section, an inductor forea ch' section J and each compris ng awlnding, means for'at 1 1 times supplying'each such winding withdi- J e0rect current of one polarity or the other or for, de-energizi'ng. thewinding depending u'pontrafiic conditions, and train carried governingmeans responsive to such alternating current and to the condition'ofenergization of said windings; Y

RALPH: K M R I a

